KR20230095493A - Thermal management system including ejector - Google Patents

Abstract

A main refrigerant line connected so that the refrigerant sequentially circulates through the compressor, the condenser, and the evaporator; A first branch line branched between the condenser and the evaporator of the main refrigerant line and connected to the nozzle of the ejector; A second branch line branched between the evaporator and the compressor of the main refrigerant line and connected to the outside of the nozzle of the ejector; and a refrigerant augmentation line connected to the outlet of the ejector and joined to the main refrigerant line through a compressor. A thermal management system for a vehicle including an ejector is introduced.

Description

Vehicle thermal management system with ejector {THERMAL MANAGEMENT SYSTEM INCLUDING EJECTOR}

The present invention relates to a thermal management system for a vehicle including an ejector, and more particularly, to compensate for problems of a refrigeration cycle using an ejector, thermal management using a refrigerating cycle with an injection function for supplying a relatively high-temperature/high-pressure gaseous refrigerant to a compressor. It is about system technology.

Recently, due to environmental issues of internal combustion engine vehicles, electric vehicles and the like are becoming more popular as eco-friendly vehicles. However, in the case of conventional internal combustion engine vehicles, the interior can be heated through the waste heat of the engine, so no additional energy for heating is required. , there is a problem in that fuel efficiency decreases. And it is true that this shortens the driving range of electric vehicles, causing inconvenience such as requiring frequent charging.

On the other hand, due to the electrification of vehicles, heat management needs of electric components such as high-voltage batteries and motors as well as interiors of vehicles have been newly added. In other words, in the case of an electric vehicle, the indoor space, battery, and electronic parts have different needs for air conditioning, and a technology that can save energy as much as possible by responding independently to them and efficiently collaborating with them is needed. Accordingly, a concept of integrated thermal management of a vehicle has been proposed to increase thermal efficiency by integrating thermal management of the entire vehicle while independently performing thermal management for each component.

In order to perform such an integrated thermal management of a vehicle, it is necessary to integrate and modularize complex coolant lines and parts. The concept of modularization, which is simple to manufacture and compact in terms of packaging, while modularizing a plurality of parts, is needed.

Recently, research to improve the efficiency of the refrigeration cycle (heat pump) in electric vehicles has been actively conducted. In order to improve the performance of the refrigeration cycle, research using an ejector or injection is being actively conducted.

In the case of a refrigeration cycle using a conventional ejector, the refrigerant condensed in the condenser flows to the gas-liquid separator with a compression recovery function using the venturi effect of the ejector, and the liquid refrigerant circulates through the expansion valve and the evaporator. Accordingly, the power consumption (days) of the compressor is reduced, and the refrigerant flow rate is increased compared to a general refrigeration cycle.

However, a refrigeration cycle using a conventional ejector has a problem in that it is difficult to secure an additional refrigerant flow rate in a low temperature state.

The matters described as the background art above are only for improving understanding of the background of the present invention, and should not be taken as an admission that they correspond to prior art already known to those skilled in the art.

US 2019-0070924 A1 (2019.03.07)

The present invention has been proposed to solve these problems, and provides a vehicle thermal management system technology that includes a refrigeration cycle in which an injection function for supplying relatively high temperature/high pressure gaseous refrigerant to a compressor is additionally applied to a conventional refrigeration cycle to which an ejector is applied. is to do

A vehicle thermal management system according to the present invention for achieving the above object includes a main refrigerant line connected so that a refrigerant sequentially circulates through a compressor, a condenser, and an evaporator; A first branch line branched between the condenser and the evaporator of the main refrigerant line and connected to the nozzle of the ejector; A second branch line branched between the evaporator and the compressor of the main refrigerant line and connected to the outside of the nozzle of the ejector; and a refrigerant augmentation line connected to the outlet of the ejector and joining the main refrigerant line through the compressor.

A gas-liquid separator may be provided between the evaporator and the compressor of the main refrigerant line, and the second branch line may be branched from the gas-liquid separator of the main refrigerant line.

The gaseous refrigerant separated in the gas-liquid separator flows into the main refrigerant line, and the refrigerant in a liquid phase or a mixture of liquid and gaseous phase separated in the gas-liquid separator may flow in the second branch line.

The compressor in the main refrigerant line may be a two-stage compression compressor in which gaseous refrigerant is additionally injected into a compression intermediate region and the refrigerant is mixed.

A first chiller connected in parallel with the evaporator to bypass the evaporator and exchanging heat with the cooling water of the first cooling circuit may be provided in the main refrigerant line.

A second chiller in which the refrigerant discharged from the outlet of the ejector exchanges heat with the cooling water of the second cooling circuit may be provided in the refrigerant increasing line.

It may further include a recycling line branching off from the compressor and condenser of the main refrigerant line or from the refrigerant increasing line and joining the first branch line at the nozzle inlet of the ejector.

A control valve for controlling the flow direction of the refrigerant is provided at a branching point from the main refrigerant line to the first branch line, and the control valve transfers the refrigerant from the main refrigerant line to the first branch line when the refrigerant flows through the recycle line. flow can be blocked.

The main refrigerant line at a point before branching to the first branch line and the refrigerant augmentation line at a point before joining to the compressor may pass through a heat exchanger disposed to exchange heat with each other.

The ejector may be an electric ejector capable of adjusting the opening amount of the nozzle by driving an actuator.

According to the vehicle thermal management system including the ejector of the present invention, a compression recovery function is generated according to the venturi effect of the ejector, and accordingly, the consumption power (work) of the compressor is reduced, thereby increasing the COP of the refrigeration cycle and introducing additional refrigerant. This has the effect of increasing the flow rate of the refrigerant in preparation for the general refrigeration cycle.

1 shows a circuit diagram of a refrigeration cycle to which an ejector according to the prior art is applied.
Figure 2 shows a Ph diagram of a refrigeration cycle to which an ejector according to the prior art is applied.
Figure 3 shows the operating principle of the ejector included in the refrigeration cycle to which the ejector according to the prior art is applied.
4 is a circuit diagram of a thermal management system for a vehicle including an ejector according to an embodiment of the present invention.
5 is a Ph diagram of a thermal management system including an ejector according to an embodiment of the present invention.
6 is a circuit diagram of a thermal management system for a vehicle including an ejector according to another embodiment of the present invention.
7 is a Ph diagram of a thermal management system including an ejector according to another embodiment of the present invention.
8 is a circuit diagram of a thermal management system for a vehicle including an ejector according to another embodiment of the present invention.
9 is a Ph diagram of a thermal management system including an ejector according to another embodiment of the present invention.
10 is a circuit diagram of a thermal management system for a vehicle including an ejector according to another embodiment of the present invention.
11 is a Ph diagram of a thermal management system including an ejector according to another embodiment of the present invention.
12 is a cross-sectional view of an ejector according to an embodiment of the present invention.
13 illustrates a control plate of an ejector according to an embodiment of the present invention.
14 to 15 are operating state diagrams of an ejector according to an embodiment of the present invention.

Specific structural or functional descriptions of the embodiments of the present invention disclosed in this specification or application are merely exemplified for the purpose of explaining the embodiments according to the present invention, and the embodiments according to the present invention may be implemented in various forms. and should not be construed as being limited to the embodiments described in this specification or application.

Embodiments according to the present invention can apply various changes and can have various forms, so specific embodiments are illustrated in the drawings and described in detail in this specification or application. However, this is not intended to limit the embodiments according to the concept of the present invention to a specific disclosed form, and should be understood to include all modifications, equivalents, or substitutes included in the spirit and technical scope of the present invention.

Terms such as first and/or second may be used to describe various components, but the components should not be limited by the terms. The above terms are only for the purpose of distinguishing one component from another component, e.g., without departing from the scope of rights according to the concept of the present invention, a first component may be termed a second component, and similarly The second component may also be referred to as the first component.

It is understood that when an element is referred to as being "connected" or "connected" to another element, it may be directly connected or connected to the other element, but other elements may exist in the middle. It should be. On the other hand, when an element is referred to as “directly connected” or “directly connected” to another element, it should be understood that no other element exists in the middle. Other expressions describing the relationship between elements, such as "between" and "directly between" or "adjacent to" and "directly adjacent to", etc., should be interpreted similarly.

Terms used in this specification are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this specification, terms such as "comprise" or "having" are intended to designate that the described feature, number, step, operation, component, part, or combination thereof exists, but one or more other features or numbers However, it should be understood that it does not preclude the presence or addition of steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined herein, they are not interpreted in an ideal or excessively formal meaning. .

Hereinafter, the present invention will be described in detail by describing preferred embodiments of the present invention with reference to the accompanying drawings. Like reference numerals in each figure indicate like elements.

Figure 1 shows a circuit diagram of a refrigeration cycle to which an ejector according to the prior art is applied, Figure 2 is a P-h diagram of a refrigeration cycle to which an ejector according to the prior art is applied, and Figure 3 is a refrigeration cycle to which an ejector according to the prior art is applied. It shows the operating principle of the ejector included in the cycle.

1 to 3, the refrigeration cycle to which the ejector according to the prior art is applied separates the refrigerant condensed in the condenser in the gas-liquid separator, circulates the liquid refrigerant back to the ejector through the expansion valve and the evaporator, and removes the gaseous refrigerant. It circulates through the compressor and into the condenser.

An ejector is a type of pump that moves fluid around a nozzle by ejecting pressured fluid, such as water, steam, or air, from a nozzle at high speed. Specifically, in the refrigeration cycle to which the ejector is applied, the low-temperature and high-pressure refrigerant discharged from the condenser flows into the nozzle of the ejector, so that the low-temperature and low-pressure refrigerant discharged from the evaporator flows outside the nozzle of the ejector.

That is, the compression recovery function is generated according to the Venturi effect of the ejector, and accordingly, the COP of the refrigeration cycle is increased by reducing the power consumption (days) of the compressor, and the flow rate of the refrigerant is increased compared to the general refrigeration cycle by introducing additional refrigerant. has the effect of increasing

However, the refrigeration cycle using such an ejector has a problem in that it is difficult to secure an additional refrigerant flow rate because it is difficult to introduce additional refrigerant in a low temperature region.

In the case of a refrigeration cycle with an injection function that supplies a relatively high temperature/high pressure gaseous refrigerant to a compressor, it is divided into gas injection and liquid injection.

The gas injection refrigeration cycle allows the refrigerant to flow into the evaporator through a two-stage expansion process, and injects the first expanded medium-pressure gaseous refrigerant into the compressor. Accordingly, the flow rate of the refrigerant flowing to the outdoor condenser or the internal condenser and the compressor is increased, and the compression effect is improved by the two-stage compression, thereby reducing power consumption of the compressor. In particular, it is possible to solve the performance degradation of the refrigeration cycle in cold regions and tropical regions.

On the other hand, the liquid injection-applied refrigeration cycle has an effect of further increasing the flow rate of the refrigerant by absorbing heat consumption of the compressor while preventing overheating of the compressor.

Specifically, in the case of the heat exchanger type, a part of the refrigerant is separated from the rear end of the outdoor condenser or the internal condenser, and heat is exchanged with the firstly expanded intermediate pressure refrigerant. Accordingly, while vaporizing the separated refrigerant, the dryness of the refrigerant flowing into the evaporator is reduced due to secondary expansion at the same time.

In addition, in the case of the gas-liquid separator type, after the entire refrigerant is expanded at the rear end of the outdoor condenser or the internal condenser, the gaseous refrigerant and liquid refrigerant are separated and flowed to the compressor and the secondary expansion valve, respectively. Accordingly, the dryness of the refrigerant flowing into the evaporator is reduced by separating and secondary expanding the liquid refrigerant.

The thermal management system for a vehicle including an ejector according to the present invention includes a refrigeration cycle applying injection that supplies a relatively high temperature/high pressure gaseous refrigerant to a compressor while utilizing the ejector, and is an ejector & injection hybrid refrigeration cycle.

4 is a circuit diagram of a vehicle thermal management system including an ejector 200 according to an embodiment of the present invention, and FIG. 5 is a P-h diagram of a thermal management system including an ejector 200 according to an embodiment of the present invention.

Referring to FIGS. 4 and 5 , in the vehicle thermal management system including the ejector 200 according to an embodiment of the present invention, the refrigerant sequentially circulates through the compressor 110, the condenser 120, and the evaporator 130 in a main connected main body. Refrigerant line 100; A first branch line 300 branched between the condenser 120 and the evaporator 130 of the main refrigerant line 100 and connected to the inside of the nozzle 230 of the ejector 200; A second branch line 400 branched between the evaporator 130 and the compressor 110 of the main refrigerant line 100 and connected to the outside of the nozzle 230 of the ejector 200; and a refrigerant augmentation line 500 connected to the outlet of the ejector 200 and joined to the main refrigerant line 100 through the compressor 110.

The main refrigerant line 100 may be the same refrigerating cycle as a general refrigerating cycle. The main refrigerant line 100 may be connected to sequentially circulate the compressor 110, the condenser 120, and the evaporator 130 while the refrigerant flows therein. Specifically, after the low-temperature/low-pressure refrigerant is compressed to a high-temperature/high-pressure in the compressor 110, it is cooled to a low-temperature/high-pressure while passing through the condenser 120, and the low-temperature/high-pressure refrigerant passing through the condenser 120 is It can be reduced to a low temperature/low pressure while passing through the evaporator 130.

Here, the condenser 120 may be an indoor condenser 120 for air conditioning of a vehicle, or may be an external condenser 120 disposed outside the vehicle according to another embodiment.

The evaporator 130 may further include an expansion valve 140 to expand the low-temperature/high-pressure liquid refrigerant before flowing into the evaporator 130 .

The ejector 200 of the present invention receives refrigerant from the main refrigerant line 100 through the first branch line 300 and the second branch line 400 branched in a parallel structure, and through the refrigerant increasing line 500. It may join the main refrigerant line 100 again. According to the configuration of the ejector 200, the refrigerant of the second branch line 400 having a relatively low pressure is sucked by using the pressure of the first branch line 300 without additional power, and the refrigerant increasing line 500 By supplying to the compressor 110 of the main refrigerant line 100 through, it has an effect of increasing the flow rate of the refrigerant flowing.

More specifically, the first branch line 300 is branched in a parallel structure from the main refrigerant line 100 at a point before flowing to the evaporator 130 through the condenser 120, so that the low-temperature/high-pressure refrigerant flows. can In addition, the second branch line 400 is branched from the main refrigerant line 100 at a point before flowing to the compressor 110 through the evaporator 130, so that the low-temperature/low-pressure refrigerant can flow.

In particular, the refrigerant of the first branch line 300 is supplied to the inside of the nozzle 230 of the ejector 200 and the pressure is reduced by increasing the flow rate, and the refrigerant of the second branch line 400 is supplied to the inside of the nozzle 230 of the ejector 200. It can be sucked out of the nozzle 230 through the suction port. The refrigerant in the first branch line 300 and the refrigerant in the second branch line 400 may be mixed with each other and then discharged to the refrigerant increasing line 500 through an outlet of the ejector 200 having a diffuser shape. The refrigerant increasing line 500 connected to the outlet of the ejector 200 may join the main refrigerant line 100 through the compressor 110 .

A gas-liquid separator 150 is provided between the evaporator 130 and the compressor 110 of the main refrigerant line 100, and the second branch line 400 is branched from the gas-liquid separator 150 of the main refrigerant line 100. can

The gas-liquid separator 150 may separate the low-temperature/low-pressure refrigerant that has passed through the evaporator 130 of the main refrigerant line 100 into a liquid phase and a gas phase. In particular, the second branch line 400 branched from the main refrigerant line 100 is connected to the gas-liquid separator 150 and can be branched from the main refrigerant line 100 in a state in which the liquid phase and the gas phase are separated.

More specifically, the gaseous refrigerant separated in the gas-liquid separator 150 flows into the main refrigerant line 100, and in the second branch line 400, the liquid phase separated in the gas-liquid separator 150 or the liquid phase and the gas phase are mixed. The refrigerant in the state may flow.

The gaseous refrigerant separated from the upper part of the gas-liquid separator 150 flows to the compressor 110 of the main refrigerant line 100, and the liquid refrigerant separated from the lower part of the gas-liquid separator 150 or a state in which the liquid phase and the gaseous phase are mixed The refrigerant of may flow into the second branch line 400.

The compressor 110 of the main refrigerant line 100 may be a two-stage compression compressor 110 in which gaseous refrigerant is additionally injected into a compression intermediate region and the refrigerant is mixed.

Specifically, the compressor 110 has an injection port through which the refrigerant flowing through the evaporator 130 of the main refrigerant line 100 is introduced, and an injection port into which the refrigerant in the intermediate pressure gaseous phase is injected in the compression intermediate region separately from the inflow port, so that the refrigerant is a two-stage compressor 110 for injection in which is mixed.

According to the vehicle thermal management system including the ejector 200 according to an embodiment of the present invention, the flow rate of the refrigerant is increased by applying the ejector 200, and the compression ratio and power consumption (day) are reduced by the pressure recovery function. It has the effect of increasing the COP, and at the same time, by utilizing the injection function, the flow rate of the refrigerant is increased even in the low temperature region, and has the effect of configuring two refrigeration cycles using one refrigerant circuit.

6 is a circuit diagram of a thermal management system for a vehicle including an ejector 200 according to another embodiment of the present invention, and FIG. 7 is a P-h diagram of a thermal management system including an ejector 200 according to another embodiment of the present invention.

Referring to FIGS. 6 and 7 , the thermal management system for a vehicle including the ejector 200 according to another embodiment of the present invention may use a heat exchanger type cycle additionally having a heat absorbing process.

Specifically, the main refrigerant line 100 may be provided with a first chiller 160 connected in parallel to the evaporator 130 to bypass the evaporator 130 and exchanging heat with the cooling water of the first cooling circuit.

The first chiller 160 is provided to be connected in parallel with the evaporator 130 to the main refrigerant line 100, and may include an expansion valve 140 beforehand. Here, the expansion valve 140 is provided and shared at a point before branching to the evaporator 130 and the first chiller 160, or the expansion valves 140 and 170 are located at the inlets of the evaporator 130 and the first chiller 160. Each may be provided. The flow of refrigerant to the evaporator 130 or the first chiller 160 may be controlled by adjusting the opening/closing of the expansion valve 140 provided in the evaporator 130 and the first chiller 160, respectively.

In addition, the refrigerant increasing line 500 may include a second chiller 180 in which the refrigerant discharged from the outlet of the ejector 200 exchanges heat with the cooling water of the second cooling circuit.

The second chiller 180 may be connected in series to the refrigerant increasing line 500 between the ejector 200 and the compressor 110 . The first chiller 160 and the second chiller 180 are connected so that cooling water and refrigerant can exchange heat with each other.

In one embodiment, the first cooling circuit may be a battery cooling circuit for cooling a battery installed in a vehicle, and the second cooling circuit may be an electric power cooling circuit for cooling electric components such as a drive motor driving the vehicle. In another embodiment, the first cooling circuit may be an electrical circuit cooling circuit, and the second cooling circuit may be a battery cooling circuit.

Accordingly, it is possible to additionally secure the heat absorbing section of the refrigeration cycle, and thus has the effect of securing additional gaseous refrigerant flow rate and heat amount of the thermal management system.

8 is a circuit diagram of a vehicle thermal management system including an ejector 200 according to another embodiment of the present invention, and FIG. 9 is a P-h diagram of a thermal management system including an ejector 200 according to another embodiment of the present invention.

Further referring to FIGS. 8 to 9 , the thermal management system including the ejector 200 according to another embodiment of the present invention may use a recycling type cycle that additionally secures an amount of indoor heat radiation.

More specifically, the main refrigerant line 100 is branched between the compressor 110 and the condenser 120 or in the refrigerant increasing line 500, and the first branch line 300 at the inlet of the nozzle 230 of the ejector 200 A recycle line 600 joined to; may further include.

The recycling line 600 returns the high-temperature/high-pressure refrigerant that has passed through the compressor 110 of the main refrigerant line 100 and the refrigerant discharged from the ejector 200 of the refrigerant increasing line 500 back to the first branch line 300. It can be connected to be injected into the nozzle 230 of the ejector 200.

That is, the amount of indoor heat dissipation (additional heating heat supply) through the condenser 120 is measured using the load of the compressor 110 by the recycle line 600 that recirculates a part of the refrigerant discharged from the compressor 110 at cryogenic temperatures and lack of endothermic heat. It has an additional securing effect.

In addition, a control valve 190 for controlling the flow direction of the refrigerant is provided at a branching point from the main refrigerant line 100 to the first branch line 300, and the control valve 190 passes through the recycle line 600. When the refrigerant flows, the flow of the refrigerant from the main refrigerant line 100 to the first branch line 300 may be blocked.

The control valve 190 may be a 3-way valve, and may control the flow direction at a branching point from the main refrigerant line 100 to the first branch line 300 . In particular, in a mode in which a part of the refrigerant discharged from the compressor 110 is recirculated through the recycle line 600, the control valve 190 prevents the refrigerant in the main refrigerant line 100 from flowing to the first branch line 300. can be regulated.

10 is a circuit diagram of a thermal management system for a vehicle including an ejector 200 according to another embodiment of the present invention, and FIG. 11 is a P-h diagram of a thermal management system including an ejector 200 according to another embodiment of the present invention.

10 to 11 , a thermal management system for a vehicle including an ejector 200 according to another embodiment of the present invention includes an internal heat exchange (IHX) type cycle using a heat exchanger 510.

Specifically, a heat exchange device 510 in which the main refrigerant line 100 at a point before branching into the first branch line 300 and the refrigerant augmentation line 500 at a point before joining the compressor 110 are disposed to exchange heat with each other. ) can pass through.

The heat exchanger 510 passes through the condenser 120 and is discharged from the main refrigerant line 100 and the ejector 200 at the point before branching to the first branch line 300 and joins the compressor 110 at the point before The refrigerant increasing line 500 may be a device connected to each other so as to exchange heat with each other.

The refrigerant in the main refrigerant line 100 passing through the condenser 120 is additionally supercooled by heat exchange in the heat exchanger 510, and the refrigerant in the refrigerant augmentation line 500 discharged from the ejector 200 can be heated. .

Accordingly, by supplying the remaining heat of the refrigerant condensed in the condenser 120 to the refrigerant discharged through the ejector 200, the cooling efficiency (COP) is increased by reducing the compression ratio and power consumption (days) according to the pressure increase. Also, the flow rate of the refrigerant is increased, so that the amount of heat for indoor heating through the condenser 120 is increased.

12 is a cross-sectional view of an ejector 200 according to an embodiment of the present invention, and FIG. 13 shows a control plate 220 of the ejector 200 according to an embodiment of the present invention, and FIGS. 15 is an operating state diagram of the ejector 200 according to an embodiment of the present invention.

12 to 14 , the ejector 200 may be an electric ejector 200 in which the opening degree of the nozzle 230 is adjustable by driving the actuator 210 .

More specifically, the ejector 200 may be an electric ejector 200 in which the opening of the nozzle 230 is controlled by the actuator 210 . In one embodiment, the nozzle 230 may be provided with a control plate 220 rotated by the actuator 210, and an open hole 221 may be formed in the control plate 220. In addition, as shown in FIGS. 13 and 14 , the center of the opening of the nozzle 230 may be spaced apart from the axis of rotation of the actuator 210 . That is, the opening degree of the nozzle 230 may be adjusted by relative rotation between the open hole 221 of the control plate 220 and the opening of the nozzle 230 by the actuator 210 .

Accordingly, the suction speed of the ejector 200 and the pressure of the refrigerant may be adjusted by the operation of the actuator 210 .

In addition, a controller (not shown) for controlling operations of the actuator 210, the compressor 110, the expansion valve 140 and the control valve 190 may be further included. A controller (not shown) according to an exemplary embodiment of the present invention includes a non-volatile memory (not shown) configured to store data relating to algorithms configured to control the operation of various components of the vehicle or software instructions for reproducing the algorithms. and a processor (not shown) configured to perform an operation described below using data stored in a corresponding memory. Here, the memory and the processor may be implemented as individual chips. Alternatively, the memory and processor may be implemented as a single chip integrated with each other. A processor may take the form of one or more processors.

Although shown and described in relation to specific embodiments of the present invention, it is known in the art that the present invention can be variously improved and changed without departing from the technical spirit of the present invention provided by the claims below. It will be self-evident to those skilled in the art.

100: main refrigerant line 110: compressor
120: condenser 130: evaporator
140, 170: expansion valve 150: gas-liquid separator
160: first chiller 180: second chiller
190: control valve 200: ejector
210: actuator 220: control panel
221: open hole 230: nozzle
300: first branch line 400: second branch line
500: refrigerant increase line 510: heat exchanger
600: recycling line

Claims (10)

A main refrigerant line connected so that the refrigerant sequentially circulates through the compressor, the condenser, and the evaporator;
A first branch line branched between the condenser and the evaporator of the main refrigerant line and connected to the nozzle of the ejector;
A second branch line branched between the evaporator and the compressor of the main refrigerant line and connected to the outside of the nozzle of the ejector; and
A thermal management system for a vehicle including an ejector comprising: a refrigerant augmentation line connected to an ejector outlet and joined to a main refrigerant line through a compressor. The method of claim 1,
A gas-liquid separator is provided between the evaporator and the compressor of the main refrigerant line,
The second branch line is a vehicle thermal management system including an ejector, characterized in that branched from the gas-liquid separator of the main refrigerant line. The method of claim 2,
The gaseous refrigerant separated in the gas-liquid separator flows into the main refrigerant line,
A vehicle thermal management system including an ejector, characterized in that the refrigerant in a liquid phase or a mixture of liquid and gas phases separated in the gas-liquid separator flows in the second branch line. The method of claim 1,
The compressor of the main refrigerant line is a two-stage compression compressor in which a gaseous refrigerant is additionally injected into a compression intermediate region and the refrigerant is mixed. The method of claim 1,
A vehicle thermal management system including an ejector, characterized in that the main refrigerant line is connected in parallel with the evaporator to bypass the evaporator and has a first chiller that exchanges heat with the cooling water of the first cooling circuit. The method of claim 1,
A thermal management system for a vehicle including an ejector, characterized in that the refrigerant increasing line is provided with a second chiller in which the refrigerant discharged from the outlet of the ejector exchanges heat with the cooling water of the second cooling circuit. The method of claim 1,
A thermal management system for a vehicle including an ejector, further comprising: a recycle line branching between the compressor and the condenser of the main refrigerant line or from the refrigerant increasing line and joining the first branch line at the nozzle inlet of the ejector. The method of claim 7,
A control valve for controlling the flow direction of the refrigerant is provided at a branching point from the main refrigerant line to the first branch line,
The control valve blocks the flow of refrigerant from the main refrigerant line to the first branch line when the refrigerant flows through the recycle line. The method of claim 1,
A vehicle thermal management system including an ejector, characterized in that the main refrigerant line at a point before branching to the first branch line and the refrigerant augmentation line at a point before joining the compressor pass through a heat exchanger arranged to exchange heat with each other. The method of claim 1,
The ejector is a thermal management system for a vehicle including an ejector, characterized in that the ejector is an electric ejector whose opening amount of the nozzle can be adjusted by driving an actuator.

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